Method of bonding railway-rails.



J. C. UNCOLN.

METHOD OF BONDING RAILWAY RAILS.

APPLICATION FILED MAR. 13. I916.

Patented May 23, 1916.

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JOHN c. LINCOLN, or cmvnnann, on'ro.

mnrnon or nonnmc RAILWAY-inns.

Application filed March 13, 1916. Serial No. 88,996.

To all whom it may concern Be. it known that I, JOHN C. LINCOLN, a citizen of the United States of America, residing at Cleveland, in the county of Guyahoga and State of Ohio, have invented certain new and useful Improvements in Methods of Bonding Railway-Rails, of which the following is a specification.

My invention relates to an improved method of electrically bonding rail-ends, and

'- has for its object, the provision of a simple,

cheap and eflicient method for bonding rail- 'way rails. My'said improvement contemplates the sectional fusion, in position, of a suitable electricalbond, in connection with the respective railsends, and ordinarily supplying to the bond at the time of fusion, suflicient conductive material to insure adequate electrical conductivity between the rails and the terminals of the bond. Preferably, the electrical bond comprises superposed strips or laminae of copper, which are united in u-shaped form. with their ends each embraced respectivel within a threesided clamp, mechanically attached thereto,

which clamp afi'ords of itself, extended-con-.

tact surfaces, while bringing the edges of the laminae into intimate electrical'contact with the rail-ends, for augmenting the conductiv- 4 bon mold or carbon lined mold, which conity between the fused members of the elec trical joint thus formed. The practice. of my invention, ordinarily proceeds in a cartains the ends of the 'rail. bond, held closely adjacent to the respective ends of the rails. An electric ,arc, or other suitable heating means, is employed to cast-we1d the bond directly to the body of the rail, and whenever necessary, a suflicient additional amount of the bonding material is cast-welded in position to afford adequate electrical connection I 783,973, of which'this with the rails.

' This method is described and claimed somewhat specifically, and in more detail, in my application for Patent, Serial Number in part is a continuation.

certain conditions, I proceed with the prac-.

a perspective view of the-te therefor, and Fi However, it is often desirable and practi-- Patented May 23, 1916- the parts are in a state of fusion, and ther'eafter the head of the; bond may be built up underthe' influence of the electric arc, by fusing addlt onal copper thereto, and to the rail-end, so that a complete mechanical and electrical unionis assured between the parts.

y invention may be more" readily explained by making reference to the accompanymg drawings, wherein Figure 1- is aside elevation of two railends, illustrating the mold and bond in positlon thereon. Fig. 2 is a transverse section on line 2''-2 of Fig. -1. Fig. 3 is a perspec tive view of a carbon mold for practising my invention. Fig. 4 is a fragmentary view inelevation, intermediately broken away, of two rail-ends, ing thebond against said rail-ends, and the bond itself terminally. fused to the rail-ends, as last described above. Fig. 5 illustrates the one tiype of bond. Fig. 6 illustrates the preferre type of electrical bond, Fig.7 is minal clamp matic view to indicate the practising my invention.

Throughout the several figures of the drawings, I have employedthe same character 0 reference to indicate similar parts.

preferred mode of In ordinary practice, the operating current for the trolley railwa afiords the 'most accessible source of power, and consequently, the" heatrequisite for affixing the electrical bond. The usual mode of accomplishing this result previously, has involved the eniployment of a rotary converter for generating alternating currents of high amperage 8 is merely a diagram and directly heating the bonding and,braz-.

ing material by the passage of such currents, to effect a braze upon the rail-ends and insure their electrical union. My invention proceeds along the lines of highly heating both the steel of therail-ends and the hon to secure surface fusion therebetween; preferably by the arc of adirect current circuit from any convenient or suitablesource, such as the trolley circuit or a rotary converter, whereby: approximately ten per cent. of the electric energy required by the former method will serve to effect apast-weld witha' suitable mold. In the present method,

my invention simply producing the flowof current through the bond and rail 18 only incidental to one mode of practising for the purpose of the fusion by means of the elec- This comprises the more usual tric are. method employed. Accordingly, I will describe in improvement, as practised in the manner ust *outli'ned.

1 qRefe'rring to the drawings, a, b, are the ends of the rails which are tween 0 dotted lines Fig. 4. a

A carbon mold d 18 secured. to the rail ends byf'means of clamps c. This" mold is provided with expanded, bottomless recesses d, -wh1ch are adapted 'to receive the ends 'of the copper bonds, while protecting the body thereof against excessive heat, as shown in press from 1/ from 1 4" toQl/Z". 35. I

.'1/2"jin width, and when the bond is inthe drawings. I

It will be understood thatmy invention is neitheriestricted to the details of means nor manner for practising the same. However,,I- may explain that the bond may be formed ofcopper strips varying in thick- The ends of the lamibeunited by a copper band of nae may sorted within. therecesses of the mold,

these fbanded ei'ids'pro'ject from 1/16 to 3/16! r d Fig. 8, the carbon f or above'the bottom walls of the exd portions. Referring to the diagram,

understodd to be in connectionwith the trolthrod ,dinan y used,

conductor, or other source of current,

h the resistance f. The current orvaries from one hundred to two hundred ampere's, depending upon 'the lay " sine ofthe bond and the rapidity with which ti've electrical 'tricb'ond'and the rail. Having adjusted it is desired to make tbeweld. The posiconnection comprises the elec- I the parts, as described and shown, carbon 7- is applied to one end of the bond withinits recess d and the elecstruck, between said carbon and the-inclosed portion of the rail, of the rail and copper within the recess of the bond, or

' the "mold.

"The operative is provided with a dark glass screen,

and the condition ofthc fused 1 the end of the bond fused to the rail, the

be inserted into As soon as' thoroughly rod 9 may,

somewhat porous and the operative the outer heads thereand in width pole vshould be wherewithto observe the progmesses melted therefrom by' the are and cast-welded to the surface of the rail bythe same means, in order to. provide an adequate head or conductive connection the rail.

In practice it will be found that the copper fused in this manner, often becomes b watching, is enabled to judge of thiscon dition, and provide a sufficient conductive body or head for the bond to afford ade-' quate electrical connection with the rail. It will also be observed that only a small section, of the rail head is subjected to the arc and fused thereby, in connection with between the bond and r wearing qualities of the rail are unaffected by the localized heat to which it is subjected. ,l

A single carbon mold preferably is employed for practisingmy method, since the molten copper tends to occlude oxygen, and the carbon, moreover, maintains the cast-welded metal in a bright and pure con- .dition. Upon breaking one of the castwelded connections, it will be found that the molten steel and copper have united over a slightly irregular surface, and portions of the steel frequently may be broken away with.the copper bond, upon applying sufficient force thereto. Nevertheless, the method of cast-welding these bonds is suf- 'ficient to afford permanent electrical and mechanical connection between the rails and. bond, throughout the life of theformer.

Quite obviously, sufficient heat may be applied to the bond and rail by the oxy-acetyr z-lene or the oxy-hydrogen flame, for example, although the negative'terminal of the electric are more commonly is preferable for this purpose. the heating of the bond'itself causes early fusion of a small section of each terminal directly upon its. associated rail-end, and by adding molten bonding material to form the conductive heads cast-welded upon the bond and rail-ends, said heads are thus fused directly to'the terminals of the bond and to the rail-ends, before they have had time to cool appreciably. In other words, .the cast-welding operation proceeds fromthe bottom wall of the expanded recess in the mold, and permits fused metal to be added to the body previously fused therein,

and before the latter has cooled sufiiciently 1 to permit hardening. In this way, only the surface of'the head and the adjacent section of the rail need be maintained in. a state of fusion.

The bond. itself, moreover, is pro-: tected from excessive heat, and the laminae remain unfused for some distance within the jacket, hence any'flexing strains are distributed by the closely encircling jacket or sleeve.

the recess (1', and sufiicient copper maybe 7 VVhile'the describedniethod of cast-weld- It will be observed that been fused to the rail-end.

and desire mg the surfaces bondsordinarily is desirable, as p viously indicated, I terminals of the bond to" the rail, by means of thrnegative electrode-of the electric are;

ap lied locally to the ra1lends and to the heads of the bond to effect surface fusion, and build up thereon, additional material, .as from a copper rod adequate body of metal 0 directly to the laminae of the bond and to the nail-ends. By reason of the much h' her thermal conductivity of the copper bon as compared with the rails, it tising sufliclent to fuse the steel slowly, will not e feet fusion between the steel and my process, that temperatures onlfy P excessive thermal WlllCh apparently is no doubt is due to the conductivity of copper, radiates or dissipates the heat throughout the body of the bond, unless it is locallyand li)nte(1i1sively applied to the terminals of the It may be pointed out, that for this pur pose, it is practically necessary to employ the negative carbon or other non-metallic electrode, for the reason that the fusing temperatures of the rail-ends, and of the bond, are sodifl'erent, that a metallic electrode would. itself be partly fused in bringof the rail-ends to the- 111-.- slte tem rature, while it is desirable 4 at the wor an shall care y inspect the fusion, and avoid depositi n additional metal from the laminae and terminal clamp have themselves adjacent portion of the For this purpose, the preferred type of bond shown in Figs. '6 and 7 may be used with much advantage, wherein the edges of the lamina: may be brought directly into in dividual contact with the rail-ends, which is permitted by the three-sided clamp i, punched atthe front and sides 21, 2", to insure a suliicient grip upon the metal, while its base i, is expanded to provide an additional body of metal, for making contact with and fusing upon the railends.

Havin' now described my invention as preferab y practised, I claim herein as new to following 1. Theherein-described method for applying a bond of relatively higher thermal and electrical conductivity to rail-ends, which consists in positioning a laminated bond with its laminae individually in engagement with two alined rail-ends, and applying an electric arc ends and to the ho ends and hen as before described, until an is fused or welded is found in prac-- .trically bonding rod 9,- until suc time as the secure by Letters Patent, the

locally to the 'railsion therebetween, substantially as set forth.

' 2 The herein-described method for ap plying a bond of relativelyfhigher thermal and electrical conductivity qto rail ends, which consists in securing the bond in position of substantial engagement with two alined rail-ends connected in electric circuit, and applying the negative non-metallic termmal of an electric arc to the rail-ends,

and to the bond progressively, in order to effect fusionrespectively betweensaid rail.-

substantially. as set forth. 3 'The herein-described method for a plymg abond wh ch consists in securing the bond in posi-' tion of substantial engagement Wlth said rail-ends, connected in electric circuit, ap-

.as set forth. a

4. The herein-described method for elecrailwa-y rails with bonds of relatively higher thermal which consists in positioning said rails with their ends-in alinement, securing a copper nd in position of substantial engagement with said rail-ends, connecting them in elctric circuit, applying the non-metallic terminal of an electric arc to the rail-ends, and to the .bond progressively toproduce suflicient heat locally for effecting fusion and adding additional molten copper to the bond, during the continuance of fusion, to insure adequate electrical conductivity between said rail-ends and the bond, substantially as set forth. d

5. The herein-described method for electrically bonding railway rails, with bonds of relatively higher thermal conductivity, which consists in positioning a laminated bond with the lamln'ze individually engaging abutting rail-ends, ends and bond in electric circuit, applying the negative terminal of an electric arc in said circuit, progressively and locally to the rail-ends and to the bond to produce fusion .thereto and to the rail-ends, substantially as set forth. I

6. The herein-described methodfor apthermal and electrical conductivity to railends, which consists in disposing the bond conductivity,

nd to secure surfacefu- P of relatively hlgher thermal and electrrcal conductivity to rail-ends,

respectively between said connecting said rail plying an electric bond of relatively higher r 85 negative terminal of anelectr'ic I terminals. substantially in abutment with sively and locally fusing the terminals and the rail-ends, connectingxthe rails in an elecadjacent portions of the rail ends in an electric circuit, a plying t e negative non-metrio are applied by the negative non-metallic tallic termina. of an electric arc rogresterminal of a direct current circuit as the 5 sive ly to the rail-ends and to the 0nd to fusion of the two metals roceeds, and fusefiect fusion therebetween, and fusing addiing additional copper to tiie terminals of the tional conductive material upon the heads of bond and to the rail ends. 3

the bond to increase their contact'areas, sub- In testimon whereof I do now ailix my stantially as setforth. signature in t e'presence of two witnesses. 0 7. The herein described method of fusing JOHN C. LINCOLN.

copper bonds upon the ends of railway rails, Witnesses: which consists 'in disposing the bond adjav FRANK BUBuA,

cent to the respective rail ends and inten- ALBERT LYNN Lawm-zuca. 

